Engine knock control using an inference engine

Abstract: Internal combustion engine ignition timing is adjusted in response to a sensed knock condition and in response to a determination of engine knock tendency through application of fuzzy logic, wherein an inference engine formed from a predetermined knowledge rule base generates a set of truths in response to application of a set of input signals from a set of membership functions. The set of truths are combined according to both relative and absolute strength in indicating engine knock tendency.

Description: This invention relates to a method of controlling ignition timing and to a method of modifying internal combustion engine timing. Detection of cylinder knock in internal combustion engines is known. For example, it is known that the amplitude and duration of engine vibration at certain frequencies can indicate the presence of cylinder knock. Accordingly, conventional knock detection approaches may measure radiation from the engine at certain calibrated frequencies and diagnose knock from the duration and magnitude of such radiation. Spark timing adjustments are made in a manner as to reduce or eliminate the diagnosed knock. Such adjustments generally compromise other control goals, such as engine performance or fuel economy and thus should be made with discretion. For example, such adjustments should only be made when truly needed to mitigate the well-known negative effects of knock. Accurate knock detection is therefore desirable to diagnose when spark timing adjustments are truly needed. Conventional knock detection approaches which diagnose knock from simple frequency analysis are susceptible to noise at the frequencies of interest. In typical internal combustion engine applications, this noise may be caused from periodic events such as piston bore contact or valve seating contact. False knock detection may result from this susceptibility to noise, resulting in unnecessary and detrimental spark timing adjustment. It has been proposed that a functional relationship exists between an engine's tendency for knock and certain engine operating conditions. An estimate of an engine's tendency to knock at its present operation level, as indicated by sensed operating conditions, can be used to determine the degree of confidence that a sensed vibration indicates knock and not simply noise. Comparison of sensed engine operating conditions to fixed thresholds has been proposed for estimation of engine knock tendency. A series of binary conclusions, based on whether the sensed condition falls above or below the magnitude of the corresponding fixed threshold, are used to estimate knock tendency. Such binary conclusions discard valuable information on the magnitude of the difference between the sensed parameters and their fixed thresholds, reducing the accuracy of the estimate of knock tendency and increasing the potential that ignition timing may be retarded unnecessarily, degrading engine performance. The present invention seeks to provide an improved method of controlling ignition timing. According to an aspect of the present invention, there is provided a method of controlling ignition timing as specified in claim 1. According to another aspect of the present invention, there is provided a method of modifying internal combustion engine ignition timing as specified in claim 3. These methods use fuzzy logic, in which the shortcomings associated with hard thresholds and binary conclusions can be avoided and the entire knowledge rule base can be available for evaluation in the control. In a preferred embodiment, a plurality of engine operating parameters are sensed and normalised via a set of weighted membership functions. The normalised parameters are passed through an engine model (inference engine) according to a predetermined rule base to form a set of truths, each of which provides information on engine knock tendency. The truths are individually positioned according to their individual potential to contribute misleading knock information and are weighted with respect to each other to indicate the magnitude of their relative contributions to the estimate of knock tendency. The positioned, weighted truths are then combined to form a knock confidence value, the magnitude of which indicates the degree of confidence which should be placed in any sensed knock condition for the set of sensed engine operating parameters. The knock confidence value may be used to adjust a knock based ignition retard signal to reflect the determined level of confidence that such retard is appropriate. Alternatively, the knock confidence value may be used in adaptive spark retard in which knock based retard values are learned, stored and adjusted over the life of the engine as a function of engine operating level, by adjusting the degree of learning in response to the confidence value. Accordingly, valuable information on a variety of engine operating parameters can be retained throughout the knock control process to estimate knock tendency and to compensate for engine knock both in a direct response to a sensed knock condition and in a learned response to a sensed engine operating level. An embodiment of the present invention is described below, by way of example only, with ' reference to the accompanying drawings, in which: Figure 1 is a schematic diagram of an engine and of an embodiment of associated control hardware for knock control; Figures 2A, 2b and 3 are flow charts illustrating steps used to carry out an embodiment of control process; and Figures 4 to 13 are graphs illustrating parameter thresholds used in the embodiment of control process of Figures 2A, 2B and 3. Referring to Figure 1, an internal combustion engine 10 is provided with intake air and fuel through an intake manifold 14, from which manifold air temperature MAT is measured by a conventional manifold absolute temperature sensor 16 and manifold absolute air pressure MAP is measured by a conventional MAP sensor 18. Disc 40 rotates with an engine output shaft such as an engine crankshaft (not shown), with conventional variable reluctance sensor 42 positioned to sense the passage of teeth on disc 40 and to output a periodic signal RPM having a frequency proportional to the rate of rotation of disc 40 and thus of the engine output shaft. Temperature sensor 20, such as a conventional thermocouple, is located on the engine in position to sense engine coolant temperature and to output a signal TEMP indicative thereof. Knock sensor 22 is provided, which may be any vibration or other sensor for producing a signal of a knock related engine parameter, such as a sensor for sensing engine vibration radiation within a predetermined frequency range. Sensor 22 outputs a signal to knock processor 24 which is designed to reduce substantially the noise in the output signal of sensor 22 by generating a knock signal KNOCKCNT, which may be in the form of a counter value periodically cleared and incremented upon each identification of a sensed knock event by sensor 22. Engine controller 26 includes such conventionally known elements as a central processing unit CPU 28 and data storage units including read only memory ROM 32, random access memory RAM 34 and non-volatile random access memory NVRAM 30. The engine controller 26 processes such input signals as MAT, MAP, TEMP, KNOCKCNT and RPM and generates output commands for engine control actuators, for example to control fuel, air and spark to engine 10. The control of fuel and air to the engine may be carried out in a . conventional manner, for example, to maintain an air/fuel ratio consistent with a desired engine performance, fuel economy and level of engine exhaust gas pollutants. The control of the timing of the conventional spark command issued by engine controller 26 in this embodiment is computed in accordance with the routines of Figures 2A, 2B and 3. Engine controller 26 periodically executes these routines when SPARK COMMAND is to be computed, in a manner generally understood in ignition control. SPARK COMMAND, once computed, is stored in engine controller memory, such as RAM 34 and is issued to IGNITION CONTROLLER 36 when'at least one of spark plugs 38 is to be ignited. Ignition may be provided on the basis of engine angular position as indicated by the signal RPM, in accordance with well-known engine control practice. IGNITION CONTROLLER 36 conditions SPARK COMMAND and provides appropriate commands to appropriate members of spark plugs 38, as is generally known in the art. The ignition control of the preferred embodiment responds to a sensed engine knock condition and to an estimate of engine knock tendency to adjust spark timing for knock minimisation. In the preferred embodiment, such operations are carried out by a series of steps executed by engine controller 26, such as by a series of operations stored in ROM 32 and periodically carried out by engine controller 26, such as every 12.5 milliseconds while the engine controller is operating. Specifically, such operations, illustrated in Figures 2A, 2B and 3, are started at step 60 of Figure 2A. The routine then moves to step 62 to read the present value of input signals, such as KNOCKCNT, TEMP, MAP, RPM and MAT. These signals may be filtered by the engine controller 26 via conventional analogue signal filtering processes to reduce signal noise and other disturbances present in the signals. In a specific example, the signal KNOCKCNT may be filtered by a timing window in the engine controller 26 before use by the routine of Figures 2A and 2B, such as described in US-A-5,163,404, in which the engine controller would selectively filter KNOCKCNT from knock processor 24 based on a relationship between the engine position at the occurrence of the knock condition and an engine position window measured from cylinder top dead centre TDC. After reading the input signals, the routine moves to step 64 to determine basic ignition timing in a manner generally understood in the art, for example as a function of RPM, MAP and other sensed operating inputs from engine 10. For example, the basic ignition timing may be a value derived from a look-up table in ROM 32 obtained from a two-dimensional array based on RPM and MAP, using the present sensed RPM and MAP signals. The obtained timing value may be modified by other engine operating parameters, such as TEMP, fuel composition, as is generally known in the art. This basic ignition timing may be expressed for convenience in degrees after cylinder TDC of the present engine cylinder to be ignited. After computing basic ignition timing at step 64, a change in knock value DELTAK is computed at step 66, as proportional to the difference between the present knock count KNOCKCNT and OLDKNOCKCNT, which is the knock count from the previous pass through the routine of Figures 2A and 2B. DELTAK indicates any new sensed potential engine knock condition. Next, the present KNOCKCNT is stored as OLDKNOCKCNT at step 68. The routine then proceeds to step 70 to determine ATTACK RATE as the conversion factor to compute degree of knock retard from change in sensed knock counts, using generally known relationships between knock and spark retard. It is generally known that the ATTACK RATE may be determined as a function of engine speed RPM, such as from a look-up table in ROM 32. After determining ATTACK RATE, the routine moves to steps 72-88 to determine a degree of retard appropriate for the present sensed knock condition. Specifically, the routine moves to step 72 to determine a series of membership functions or parameter thresholds from the input signals read at step 62. Figures 4-13 illustrate a set of membership functions used in this embodiment. The membership functions, consistent with conventional fuzzy logic control, subdivide the input signals into categories in accordance with the domain of a predetermined rule base and normalise the input signals within each category. In this embodiment, it was determined that the rule base required the following membership function categories: Input Signal Category Variable Name TEMP Low temp. LOCT High temp. HICT Not low temp. NOTLOCT MAP Low pressure LOMAP High pressure HIMAP RPM Low speed LORPM High speed HIRPM TOTAL RETARD Low Retard LORETARD High Retard HIRETARD MAT High air temp. HIMAT The magnitude of the output of the membership functions indicates the strength of "membership" in the corresponding category. For example, the magnitude of the low coolant temperature membership function output LOCT indicates generally how low coolant temperature is within a low temperature range, as illustrated in Figure 4. Figure 5 illustrates such a relationship in a high coolant temperature range, as reflected in the magnitude of the output of the high coolant temperature membership function HICT. The degree by which sensed coolant temperature TEMP is not within the low range is indicated by the output magnitude of the "not low" coolant temperature membership function NOTLOCT, as illustrated in Figure 6. Two membership functions attempt to quantify engine manifold absolute pressure MAP, for application to the rule base of the inference engine of the described embodiment. Specifically, the membership function having output LOMAP indicates the degree of "membership" of MAP within a low pressure range, as illustrated in Figure 7 and membership function having output HIMAP indicates the degree of "membership" of MAP within a high pressure range, as illustrated in Figure 8. Two membership functions attempt to quantify engine speed RPM for application to the rule base of the inference engine of the described embodiment. These include the membership function having output LORPM, which indicates the degree of "membership" of RPM within a low engine speed range, as illustrated in Figure 9 and the membership function having output HIRPM, which indicates the degree of "membership" of RPM within a high engine speed range as illustrated in Figure 10. Total engine spark retard TOTAL RETARD is assigned two categories in accordance with the needs of the rule base of the inference engine considered with the described embodiment. Specifically, the membership function having output HIRETARD indicates a degree of "membership" of TOTAL RETARD within a high total spark retard range as illustrated in Figure 11 and the.membership function having output LORETARD indicates a degree of "membership" of TOTAL RETARD within a low total spark retard range as illustrated in Figure 12. TOTAL RETARD, as is generally understood by those skilled in the art, is an aggregate of all contributions to spark retard in the engine, including knock based retard. The most recently computed TOTAL RETARD, such as that computed in the previous pass through the routine of Figures 2A and 2B, may be used in the TOTAL RETARD membership functions. Finally, manifold air temperature MAT has a single category assigned to it for application to the rule base of the inference engine under consideration, in which the membership function having output HIMAT indicates the degree of "membership" of MAT in a high temperature range, as illustrated in Figure 13. The specific membership functions illustrated in Figures 4-13 serve merely as examples of one embodiment of this invention, as various input signal combinations may be used as needed by an associated rule base in estimating engine knock tendency. Returning to step 72 of Figure 2A, after determining membership function output values via the relationships illustrated in Figures 4-13, the routine moves to step 74 to apply the membership functions to a knowledge rule base to determine a set of associated truths, in accordance with conventional fuzzy logic based control practice. The transformation of the membership functions into a set of truths is set out in Figure 3, described below. The rules forming the rule base used to transform the membership functions is determined in an analysis of the impact of the membership functions on engine knock tendency, for example, by analysing engine knock tendency while varying selected engine input signals in a controlled test environment and recording engine knock sensitivity as a function of each of the varied engine input signals or combinations of signals. After determining the truths at step 74, the routine of Figure 2 advances to step 76 to initialise local variables used to compute a confidence value indicative of engine knock tendency for the present pass through the routine of Figures 2A and 2B. Specifically, at step 76, index "n" is set to one and variables NUM and DENOM are cleared. The routine then moves to steps 78 to 86 to compute KCONFID as a weighted sum of the truths determined at step 74. In detail, the routine first moves to step 78 to determine if the index "n" exceeds eight, the number of truths to be included in the computation in this embodiment. If "n" exceeds eight, the routine moves to step 86, to be described. Otherwise, the routine moves to step 80 to add a weighted value of the truth indexed by "n" to the present value of NUM, according to the following equation NUM = NUM + TRUTH(n) * POS(n) * WEIGHT(n) in which TRUTH(n) is the nth truth in the series of truths determined at step 74, POS(n) is the nth position value and WEIGHT(n) is the nth weight value. The position values may be determined in a calibration step as the extent by which the associated truth indicates engine knock tendency. In this embodiment, the position values are normalised between 0 and 10, in which a truth having a low value, such as zero would indicate an engine operating condition associated with a low knock tendency and a truth having a high value, such as ten would indicate an engine operating condition associated with a high knock tendency. The weighting values are used to weight the truths with respect to each other to reflect any variance in the degree by which the rules indicate a knock tendency. In this embodiment, the weights are normalised between zero and ten, in which a weight near zero indicates the associated truth provides little indication of engine knock tendency and can be easily overcome by another truth having a higher weight, while a weight of ten indicates the associated truth provides much information on engine knock tendency compared to the other truths. In the preferred embodiment, the following are representative position and weight values for associated truths TRUTH POSITION WEIGHT 1 0 10 2 7.5 2.5 3 0 10 4 2.5 2 5 0 10 6 8 2 7 10 2.5 8 10 2.5 in which the truths are defined in Figure 3. For example, the seventh and eighth truths have positions of ten, indicating maximum knock tendency in the presence of the seventh or eighth truths. However, these truths have relatively low weights of 2.5, indicating they are relatively weak when compared to any other truths which may be present for indicating knock. As such, any truth which is present in comparable magnitude and with a high weight value, such as the first, third, or fifth truths, would be predominant over the seventh or eighth truths. Specifically, due to the zero position value of the first, third and fifth truths, indicating an associated low knock tendency in the presence of these truths, their presence along with a presence of the seventh or eighth truths would result in a low knock confidence value, due to the relatively large weight value of the first, third, or fifth truths. Returning to step 80 of Figure 2A, after determining NUM for the nth iteration of step 80, the routine moves to step 82 to determine DENOM as follows: DENOM = DENOM + TRUTH(n) * WEIGHT(n). The routine then increments index "n" and repeats step 78. After processing steps 78-84 for all of the truths in the rule base of the fuzzy logic control, the routine moves to step 86 to calculate KCONFID, a knock confidence value as the quotient of NUM divided by DENOM. KCONFID is normalised between zero and one and generally reflects a normalisation of the POS() input, in which a KCONFID value of zero indicates that, according to the entire rule base, the present engine operating level is associated with virtually no tendency for engine knock, while a value of one indicates that, according to the entire rule base, the engine operating level is associated with a very high tendency for engine knock. As will be described, any knock condition sensed according to conventional knock sensing techniques may be reduced by KCONFID before being used to determine an appropriate degree of knock based spark retard or before being applied in an adaptive knock control technique. After determining KCONFID at step 86, the routine moves to step 88 to determine KRETARD, the knock based spark retard value, as follows KRETARD = OLDKRETARD + DELTAK * ATTACK RATE * KCONFID in which OLDKRETARD is the knock based spark retard as determined in the previous pass through the routine of Figures 2A and 2B and as periodically decayed towards zero retard, as described. Accordingly, the degree by which the knock based spark retard is adjusted in response to a sensed potential knock condition may be reduced by KCONFID, in which full adjustment is permitted when knock confidence is high, but the amount of adjustment is decreased as KCONFID decreases and no retard adjustment is permitted when KCONFID is zero, indicating engine knock will normally not occur at the current engine operating level. After determining KRETARD at step 88 (Figure 2B), the routine moves to step 90 to update OLDKRETARD as KRETARD. In accordance with conventional knock based spark retard control, this value will be periodically decayed towards zero retard, such as by a time based interrupt driven routine. For example, in this embodiment, approximately every 100 milliseconds while the engine controller 26 is operating, the value stored as OLDKRETARD will be decreased by 26 percent of its magnitude to decay knock based retard towards zero. The routine in which OLDKRETARD is decayed in this embodiment is not illustrated, but may be a series of instructions stored in ROM 32 which are executed upon occurrence of a periodic time base engine controller interrupt. Returning to Figure 2B, after updating OLDKRETARD at step 90, the routine advances to step 92 to determine if any potential engine knock condition was sensed for the present pass through the routine of Figures 2A and 2B as would be reflected in an increase in KNOCKCNT, as described at step 66. If DELTAK does not exceed zero, indicating no increase in KNOCKCNT since the last pass through the routine of Figures 2A and 2B, the routine moves to steps 100-102 and 94-96 to apply the determined knock confidence value in an adaptive learned knock based spark retard approach, which may be any conventional spark retard learning algorithm. In adaptive'learned spark retard, for example as illustrated in US-A-5,090,382, a series of cells are defined as a function of an engine operating level, such as engine speed and engine load. Knock based spark retard values are stored for each of the cells in non-volatile memory NVRAM 30 and are adjusted as necessary in response to sensed knock conditions. The learned retard from an active cell is applied in a feedforward manner to adjust ignition timing accordingly. In the event the engine is not knocking, the learned retard in the active cell is slowly decreased, for example according to a predetermined decay rate, to minimise unnecessary retard. However, while sensed knock conditions are present in the engine 10, the spark retard may be increased in proportion to the magnitude or duration of the sensed knock condition. In the routine of Figures 2A and 2B, the determined confidence value KCONFID may be used to affect the degree of learning in the active cell, in accordance with the degree of confidence in the sensed knock condition which traditionally controlled the degree of learning. Steps 100-102 of Figure 2B illustrate how this learning occurs in the absence of a sensed knock condition in the preferred embodiment and steps 94-96, to be described, illustrate how this learning is carried out in the presence of a sensed knock condition. Specifically, if DELTAK is not greater than zero at step 92, indicating that no additional knock counts were received over the most recent sampling period, the routine moves to step 100 to calculate ADPTOUT, the value by which learned retard in the active cell is reduced, as follows ADPTOUT = KOUT * KCONFID in which KOUT is a constant indicating a calibrated amount of reduced learned retard per unit time, in accordance with generally known adaptive retard practice, for example as illustrated in US-A-5,090,382. Accordingly, the amount of reduction in any learned retard in the active cell will be reduced in accordance with the determined confidence value KCONFID, such that only sensed knock conditions associated with a high confidence value will affect the learned value stored in each cell. Next, the routine advances to step 102 to update the present active cell in accordance with the determined ADPTOUT value. The routine then moves to step 98, to be described. Returning to step 92, if DELTAK is greater than zero, the routine moves to step 94 to calculate ADPTIN, a value by which any learned retard in the present active cell will be increased in response to the sensed present knock condition as follows ADPTIN = KCONFID * (MXRTD - KTHRESH) in which MXRTD is a maximum KRETARD over a predetermined period, for example since the most recent sensed potential knock condition and KTHRESH is threshold level of spark retard below which no learning will take place. KTHRESH is used to limit learning of retard to only more significant sensed knock conditions, as it is assumed that minor knock conditions, such as those less than KTHRESH, can be acceptably compensated without resort to the present adaptive approach. After determining ADPTIN at step 94, the routine moves to step 96 to update the present active cell in accordance with the determined ADPTIN value. The routine then proceeds to step 98 to update TOTAL RETARD which may, as is generally known in the art, be a sum of such retard components as KRETARD, any retard value stored in the present active cell and other conventionally known retard values responsive to such engine parameters as engine coolant temperature TEMP, manifold air temperature MAT, transmission based retard, such as may be required during a transmission upshift or traction control based retard. After determining TOTAL RETARD for the present pass, the routine moves to step 104 to apply TOTAL RETARD to a spark timing command to retard ignition timing accordingly. At appropriate rotational positions of engine 10 the spark timing command as retarded through the steps of Figures 2A and 2B will be applied to ignite appropriate spark plugs of engine 10. After having retarded timing at step 104, the routine moves to step 106 to return to any routine which may have been operating at the time it was initiated. As described, the routine of Figures 2A and 2B will periodically, for example on a time base of approximately 12.5 milliseconds, be re-executed to update TOTAL RETARD so as to reflect any evolving engine needs. Referring to Figure 3, eight truths are shown for the inference engine considered in this example, as developed through a conventional fuzzy logic based design and calibration procedure. This procedure analyses relationships between engine operating parameters to develop rules characterising certain system behaviour, such as the tendency of an engine to knock under certain conditions. The steps of Figure 3 are executed as called from step 74 of Figure 2A to determine a set of truths by passing the membership functions through the engine model. The routine of Figure 3, once called from step 74 of the routine of Figure 2A, starts at step 110 and moves directly to a list of rules at step 112, in which rules 1 to 6 are simply the membership functions shown, passed directly through the inference engine to become truths 1 to 6. The rule defining TRUTH(7) is a combination of two membership functions, as follows TRUTH(7) = min(HIMAT, NOTLOCT) which is consistent with rule form known generally in fuzzy logic design, in which the value assigned to the truth is the minimum value of a predetermined group of membership functions. For the preferred embodiment, it has been determined that unique information on engine knock tendency may be derived from a combination of manifold air temperature MAT and engine coolant temperature TEMP. By developing appropriate scaling of the membership functions of these inputs and by designing an appropriate rule, such as the rule defining TRUTH(7), such information may be incorporated into an estimate of engine knock tendency in a precise manner. The rule defining TRUTH(7) provides that the membership functions HIMAT, from Figure 13 and NOTLOCT from Figure 6, interact in such a way that the smaller of the two membership functions defines the strength or magnitude of TRUTH(7). Similarly, it has been determined that manifold absolute pressure MAP and engine speed RPM interact to provide information on engine knock tendency in which for example, a high knock tendency would be associated with high MAP and low RPM. By characterising the interaction of MAP and RPM in the rule defining TRUTH(8), such information is incorporated into the estimate of knock tendency. Specifically, TRUTH(8) is defined as TRUTH(8) = min(HIMAP, LORPM) in which the magnitude of TRUTH(8) is defined as the minimum of the magnitudes of HIMAP as illustrated in Figure 8 and LORPM as illustrated in Figure 9. After defining the eight TRUTHS in the inference engine, the routine of Figure 3 returns, via step 114, to the routine of Figure 2.

Claims: A method of controlling ignition timing in response to a sensed knock condition in a cylinder of an internal combustion engine, comprising the steps of determining a spark retard command in response to the sensed knock condition; sensing a predetermined set of engine operating conditions; setting a plurality of membership functions based on the sensed predetermined set of engine operating conditions; applying the set plurality of membership functions to a fuzzy inference engine having a knowledge rule base for generating a set of truths responsive to the application of the set plurality of membership functions; calculating a spark retard adjustment as a predetermined function of the set of truths; and adjusting the spark retard command on the basis of the calculated spark retard adjustment. A method according to claim 1, comprising the steps of adapting a learned spark retard value by (a) selecting an active learning cell, (b) adjusting a learned spark retard value corresponding to the active learning cell as a predetermined function of both the sensed knock condition and the set of truths; and (c) modifying the spark retard command on the basis of the adjusted learned spark retard value. A method of modifying internal combustion engine ignition timing through application of input values to an inference engine including a predetermined rule base, comprising the steps of sensing engine knock; sensing a predetermined set of engine operating conditions; generating a set of input values through application of the predetermined set of engine operating conditions to a corresponding set of predetermined membership functions; applying the set of input values to the inference engine to form a corresponding set of truth values; estimating engine knock tendency as a predetermined function of the set of truth values; modifying ignition timing in response to the sensed knock and in response to the estimate of engine knock tendency. A method according to claim 3, wherein the step of estimating engine knock tendency comprises the steps of normalising the set of truth values according to the relative degree by which each truth value indicates an engine knock condition; positioning the normalised set of truth values according to the absolute degree by which each truth value indicates an engine knock condition; and estimating engine knock tendency as a predetermined function of the positioned, normalised set of truth values. A method according to claim 3, comprising the steps of adapting a learned spark retard value by (a) selecting an active learning cell, (b) adjusting a learned spark retard value corresponding to the active learning cell-as a predetermined function of both the sensed knock and the estimated knock tendency; and (c) modifying ignition timing on the basis of the adjusted learned spark retard value.

Inventors: BOLANDER WILLIAM JOSEPH, MILUNAS RIMAS STASYS, BOLANDER, WILLIAM JOSEPH, MILUNAS, RIMAS STASYS
Applicants: SATURN CORP, SATURN CORPORATION
Application year: 1994
Main classification: F02P5
IPC codes: F02D45, F02P5, G05B13